Electric motor control system



Jan. 29, 1946. ADAMS ELECTRIC MOTOR CONTROL SYSTEM 2 Sheebs-Sheet 1 Original Filed Dec. 19, 1942 4 m @m 8 J Inventor: George M. Adams, by

His Attorney.

Jan. 29, 1946. ADAMS 2,393,621

ELECTRIC MOTOR CONTROL SYSTEM Original Filed Dec. 19, 1942 2 Sheets-Sheet 2 k I z 03 z E L Q s |"IOI h I U w m5 05c 3 mz--\ 1 \I 1 ILRH 3 F121 3: x g 4a I041, E I l E m4 5 G I 4 1 1 n P. H.

Fig.8.

In 3 k 6 & S HANDLE rRAvzL Inventor:

George M. Ada s,

H is Attorney.

Patented Jan. 29, 1946 ELECTRIC MOTOR CONTROL SYSTEM George M. Adams, Erie, Pa., assignor to General Electric Company, a corporation of New York Original application December 19, 1942, Serial No. 469,538. Divided and this application October a, 1943, Serial No. 505,469

19 Claims.

My invention relates to electric motor control systems, and particularly to electric traction motor control systems for vehicles.

The invention is particularly applicable to electric power systems for driving self-propelled vehicles.

My invention described and claimed herein was previously described and claimed in acopending application, Serial No. 469,538, filed on December 19, 1942, as a joint application of Martin A. Edwards, Donald E. Garr, John C. Aydelott, and me, and assigned to the same assignee as the instant application. This application is a. division of the said joint application, Serial No. 469,538. Certain features of the electric power system described but not claimed herein are claimed in the said joint application, which application is being amended as a joint application of Martin A. Edwards, Donald E. Gen and John C. Aydelott.

Diesel-electric power systems for self-propelled vehicles ordinarily comprise a prime mover, such as a Diesel or other internal combustion engine, arranged to drive a generator from which power is supplied to one or more traction motors. The systems of this type which are in more or less common use at the present time make use of traction motors oi' the series field type and rely upon voltage control 01 the generator for controlling the torque and speed of the motors, and reversing switches for controlling their direction of rotation. While such a system is suitable for application to vehicles in which all motors simultaneously undergo like changes of speed and torque, such as in Diesel-electric locomotives, buses, and the like, they are not sufllciently flexible to supply the demands of certain other types of vehicles in which an optimum of maneuverability is desired. This is especially true of such vehicles as tractors, electric shovels, military tanks, and the like, which rely upon the independent control or laterally spaced driving elements for propulsion, steering, and braking. Es: sentlally the same problems of propulsion, steering, and braking are encountered in twin-screw or paddle-wheel boats, although the difilculty in these applications is minimized to some extent insofar as extreme rapidity of response, while it may be provided, is ordinarily not necessary.

For applications of the above nature, controlled current systems have been proposed. By such a system I mean one in which the main generator is connected in a loop circuit with the motor armatures and arranged to supply to the armatures a constant or otherwise continuously-controlled unidirectional current, while the excitation or the motor fleld windings is separately and independently controlled to determine the speed, torque, and direction of rotation 01 each of the motors. Such a system is shown in broad outline in British Patent 226,960, and satisfactorily meets the principal demands or maneuverability outlined above. For example, it will be evident that both motors may be suddenly reversed to eflect dynamic braking merely by reversing the relatively small energizing current of their field windings, while the unidirectional armature current is maintained constant or within predetermined limits. Similarly, the torque of any one motor may be reduced or. in tact, reversed to eflect steering. It is also evident that an inherent advantage of this arrangement is that if during steering, one of the motors is exerting a reverse torque, or in other words, is being braked and acting as a generator, the power output or the generating motor is supplied to the motor or motors exerting a forward motoring torque thereby minimizing the amount of power necessary to be supplied by the main generator. The power saving resulting from such an arrangement, as compared with one in which the braking efiort is dissipated in heat, has been shown to be substantial over a course consisting of a large number of turns, such as may characterize the run of a military tank, or the like.

While controlled current systems of the general type shown in the British patent above referred to are suitable and satisfactory for marine applications, they have not heretofore been applied to land vehicles or to industrial applications in spite of their obvious advantages with respect to maneuverability. The reason is evident when it is appreciated that, while the system or the British patent meets the principal demands of maneuverability, it is not characterized by rapid speed of response since such response is not ordinarily necessary in ship propulsion apparatus. Aland vehicle on the other hand, especially one which is to be operated in close proximity to a number oi other vehicles and over irregular terrain, must-possess not only maneuverability but also an extremely rapid rate of response. Furthermore, certain characteristic problems of land vehicle operation, such as overspeeding in running downhill, must be provided against by suitable protective means. Similar problems also are encountered in certain industrial processes where. the load at times overhauis th motor.

Accordingly, it is a general object of my invention to provide an improved electric power system of substantially unlimited flexibility celerating to electric braking operation and arranged ior prompt and simple transfer from one phase of operation to the other at any time without danger of overloading or overspeeding of any of the elements of the system.

It is still another object of my invention to provide an electric traction motor control system for a plurality of motors so arranged that any or all motors may be independently transferred between accelerating to electric braking operation substantially instantaneously and in a continuous manner without overloading or overspeeding of any part of the system.

It is another object of my invention to provide new an' improved i'leld exciting means for electric motors.

It is a still further object of my invention to provide new and improved field excitation stabilizing means for a plurality of intercom nected dynamo-electric machines.

My invention also has for its object the provision, in a power system for self-propelled electric vehicles of automatic means for eflecting steering operation with a minimum of disturbance of the net motor voltage and therefore a maximum of power conservation.

According to my invention the'above and other objects are attained by providing an electric power system, and particularly, a gasor Dieselelectric power system comprising a prime mover. a generator, and one or more traction motors in which a unidirectional direct current of continuously controlled and definitely limited magnitude is circulated through the motor armatures, and means are provided for separately controlling theexcltation of the motor field windings independently to determine the speeds, torques, and directions of rotation of the motors. By proper selection of forward and reverse torques for the separate motors, steering and forward or reverse motoring or electric braking operation may be effected without affecting the direct control of the continuously circulating armature current. To facilitate steering, means are also provided for automatically increasing the torque of the motors on one side of the vehicle whenever the torque of the motors on the other side of the vehicle is decreased.

Preferably I provide an engine driven generator having an output circuit including the armatures of all the traction motors connected in series circuit relation. The generator may be or the constant current type, although for more emcient utilization of the maximum available engine horsepower over a wide range of vehicle speed, it is preferable to limit the voltage-current characteristic by maximum available engine horsepower in the region between maximum generator voltage, as determined by saturation, and maximum generator current, as determined by armature reaction or a suitable current limit circuit. Each traction motor is also provided with a separate engine driven exciter provided with manually controlled excitation means to permit a smooth or continuous transition of motor excitation from maximum forward excitation to maximum reverse excitation. For any predetermined setting of the manually adjustable motor field control means, the motor exciter held and hence may be connected to vary in accordance with motor current, motor voltage. or motor speed. or any combination of these. In this system line current is limited by an electric valve spill-over circuit for reducing the generator excitation upon occurrence of a predetermined current, the spillover value being reduced as vehicle speed increases. An electric valve spill-over circuit is also arranged to reduce the power output of the motors whenever the vehicle attains a predetermined limiting speed.

For a more complete understanding of my invention and a further appreciation of its objects and advantages, reference should now be had to the following detailed specification taken in conjunction with the accompanying drawings in which Fig. l is a schematic circuit diagram of connections for an electric power system embodying my invention; Fig. 2 is a simplified circuit diagram of the current limit circuit; Fig. 8 is a simplified schematic circuit diagram of the vehicle speed limit circuit: Fig. 4 is a simplified schematic circuit diagram of the main motor field energizing circuit; and Figs. 5, 6. I and 8 are graphical representations of various operating characteristics of the system.

Referring now to the drawings, and particularly to Fig. l, I have illustrated schematically therein a Dieselor other gas-electric power system for a self -propelled vehicle. The system comprises a prime mover in of the internal combustion engine type. such as 9, Diesel engine, arranged to drive through a common shaft ii, a main generator l2, a generator exciter l8, and a plurality of traction motor exciters i4 and II. An output circuit from the armature of the generator I! is completed through the armatureg of a pair of traction motors l6 and IT. The output circuit of the generator I2 is a series or loop circuit and includes a commutating pole winding It for the generator l2 and commutating pole windings l9 and 20 for the motors l8 and i1, respectively. The generator output circuit may be permanently closed as shown, or if desired, suitable disconnecting switches may be included. I have also shown permanently connected in the output circuit a braking resistor Ii arranged to be shunted during motoring operation :by the contact 12 of a braking contactor B. It will be understood, of course. that the representation of a pair of traction motors l8 and i1 is purely diagrammatic. and that each motor shown on the drawing may represent either a single motor or a group of motors arranged either in series or parallel circuit relation. For purposes of illustration it may be assumed that each motor or motor group l8, i1 is arranged to drive the track on one side of a track-laying vehicle, such as a tractor, military tank, or the like. For example, the motor i8 may drive the left-hand track while the motor l'l drives the right-hand track.

It is well understood that an internal combustion engine of the type described, when its speed is maintained substantially constant by a governor, is capable of delivering at its output substantially constant maximum horsepower, with the throttle fully open. As shown on the drawings. an engine throttle lever 23 is controlled through an overtravel linkage 2| from a governor 25 to maintain constant the speed 0! the engine III, the setting of the governor being manu ally controllable by means of a foot pedal 26 through a speed setting linkage 21 to select the desired constant speed. By way r exampl I the motor field energization may be constant or 7 have shown a flyball governor ll arranged to rotate a governor shaft 28 through a lever 29. The governor is biased to a normal collapsed position by a tension spring 29'. To the shaft 28 is rigidly connected an arm 20, and spring biased into following engagement with the arm Ill, is a U-shaped link III which is loosely mounted upon the shaft 28 and rigidly connected to the throttle lever 22. This mechanism is so arranged that upon a decrease in engine speed the inward movement of the fiyballs will rotate the shaft 28 in a clockwise direction as shown on the drawings. thereby to open the throttle and bring the engine speed substantially back to normal. The link 20' is also provided with a projection Ii arranged to engage a fixed stop 82 in the lull open position of the throttle, thereby to prevent further movement of the throttle 23 but to permit overtravel of the lever III for a purpose to be more fully described hereinafter.

The speed setting of the governor 25 is controlled by a tension spring 33 connected between the link 25 and a bell-crank lever 34 in aiding relation with the spring 22'. The bell-crank lever 34 is connected through a suitable linkage, such as a hydraulic system 25, to the foot pedal 26 and is so ,arranged that depression of the foot pedal applies tension to the spring 33. I have also shown connected to the speed setting bellcrank lever 34 through a lost-motion linkage 86 a throttle solenoid 31. As will be explained more fully hereinafter, the throttle solenoid I1 is arranged to apply to the speed setting spring 38 an initial tension as soon as excitation is applied to the field winding of the generator l2, thereby to raise the engine speed to a certain predetermined minimum above idling speed. The lost motion of the link 35 permits further application of tension to the speed setting spring 83 through the foot pedal 26.

Generator field excitation The main engine driven generator I2 is provided with a main field exciting winding 38 connected directly to the terminals of the dynamoelectric exciter i2 and so controlled as to provide in the output circuit or the generator I2 a continuing unidirectional fiow of direct current having a predetermined maximum or limiting value regardless of the back electromotive force or the traction motors l5 and H. The volt-ampere characteristic of the generator I2 at any predetermined engine speed is dependent upon the energization of the main generator field winding I8 which is in turn controlled by the energization of a plurality of control field windings I9, 40 and 4i on the exciter l3.

Preferably the exciter II is a direct current generator of the type described and claimed in Patent 2,227,992, issued to Ernst F. W. Alexanderson and Martin A. Edwards on January 7. 1941. Such a generator is of the armature reaction excited type and is provided with a pair of current supply brushes 42, a series lead compensating winding 42a, and a pair of short circuited brushes 43. The control field windings 39, 40 and 4i are arranged to generate a voltage between the short circuited brushes 43, and the armature reaction of the current flowing through the short circuited connection as a result of this voltage sets up a flux in such a direction as to provide an output voltage at the load brushe 42 which is proportional to the excitation of the machine along its short circuit axis. One of the desirable characteristics of an armature reaction excited generator of this type is that its output voltage responds very rapidly and with a high degree of amplification to any change in the energization of its control field windings. For this reason machines of this type are frequently referred to as dynamo-electric amplifiers.

Referring now more particularly to the control field windings of the generator exciter II. the winding 89 is stabilizing or antishunt winding connected directly across the load terminals of the exciter in series with a capacitor 44. The field winding 28 is thus excited only upon a change in exciter voltage and in a direction to oppose the change. The main control of the generator exciter voltage is attained through the generator exciter forward field 4| and the differential field 40. Fundamentally, the forward control field winding 4| is excited from a substantially constant voltage source of control power, such as a battery 45, while the differential field winding opposes the winding 41 and is connected in shunt to the commutating pole windings i8, i8 and 20 in the generator output circuit for response in accordance with the main line current. The excitation of the difierential field winding 40 is modified by certain auxiliary circuits which will be considered in greater detail hereinafter, Specifically, the forward control field winding 4! is energized across a governor controlled potentiometer 46, which is connected across the terminals of the battery 45 through a circuit which may be followed from the positive terminal of the battery through a disconnect switch 41, a, suitable protective fuse 48, a wire B+, a normally open interlock contact 49 on the braking contactor B, a resistor 50, the potentiometer 46, a resistor 5i, and a ground wire 52 which in operation is connected to the negative terminal of the battery 45through ground and one or the other of a. pair of manually operable "dead man" interlock contacts 53, 54 which will be more fully described hereinafter. The control field winding 4i itself is connected across the potentiometer 46 through a pedal controlled variable resistor or rheostat 55 and a fixed resistor 55.

The various parts of the governor controlled mechanism are shown with the fiyballs completely collapsed so that the throttle linkage is in the full open position and the overtravel linkage connected to the arm 50 on the governor shaft 28 is in the position of maximum overtravel. When the engine is at standstill, the springs 29' and 33 normally hold the throttle and overtravel linkages in the positions shown. When the engine is set in operation the governor balls immediately fly out and close the throttle down to its idling position as determined by the initial tension of the springs 29' and 33. In moving the throttle to its idling position the governor also moves the slider of the potentiometer 46 to its extreme counterclockwise positions as viewed at Fig. 1. It will now be observed that the potentiometer 45 is arranged to effect no change in the voltage applied to the control field windin 4i during movement of the throttle from its idling position to its full open position. If, however, when the throttle is in its full open position, the engine is still unable to maintain the desired speed, the governor 25, through the overtravel linkage 24, will continue to move the lever 30 and the slider of the potentiometer 46, even though no further movement of the link 30' andthe throttle lever 23 is possible because of the stop 32. Such overtravel of the governor will, through the potentiometer 45, reduce the voltage applied to the generator exciter forward field winding 4|. thereby to reduce the excitation of the generator exciter l3. and the main generator 12, and to permit the engine to again come up to the desired speed. By this arrangement the power demand of the engine driven generator 12 is reduced in the middle range of its volt-ampere characteristic 'where it normally exceeds the maximum available horsepower output of the engine l5, thereby to prevent slight engine stalling within this range and to permit maximum utilization of all available engine horsepower over a wide range of vehicle speed.

The purpose of the rheostat 55 is to select a suitable generator excitation in accordance with the selected engine speed to permit easy starting of the vehicle and easy maneuvering at low speed. The rheostat 55 is arranged to reduce the generator exciter field resistance over an initial portion of the speed range but to eil'ect no change in the field resistance over the major portion of the accelerator pedal travel. Thus as the slider or the resistor 55 is moved from its extreme counterclockwise idling position by accelerating movement of the foot pedal 26, the resistance 55 is gradually excluded from the circuit and the exciter excitation built up as the engine speed increases. Preferably, the resistor 55 is arranged to be completely out out at a relatively low engine speed. For example, it the engine is arranged to have a minimum running speed of 1200 R. P. M. with the throttle solenoid 31 closed, it has been found suitable to completely out out the resistor 55 at a selected low engine speed setting of approximately 1400 R. P. M., as has been indicated on the drawings. Thus it will be observed that for pedal position beyond that corresponding to this selected low speed but less than full open neither the governor potentiometer 45 nor the throttle rheostat 55 exerts any control of the energization of the control field winding 4| so that the energization of the winding 4| is substantially constant within this range of throttle positions. It will be understood that variation of the field resistance 55 is notfundamental but that, if desired, a fixed resistor may be substituted therefor. Beyond the full open position of the throttle the governor 25 functions to reduce the power demand of the generator to equal the maximum available horsepower output of the engine by control of the generator forward field 4! through the potentiometer 46.

As previously mentioned, the control field winding 40 is a differential winding and is arranged when energized to excite the generator exclter field in opposition to the flux or the winding 4|. The field winding 40 is connected across the oommutating pole windings I8, 19. and in the generator output circuit and is thus energized in accordance with main line current, thereby to cause the output voltage of the generator i2 to dro from a predetermined maximum value to a value just suflicient to supply the resistance drop of the output circuit when maximum current is flowing. The normal energizatlon circuit of the winding 40 may be followed from the positive terminal of the generator I! through the winding 40 and a current limiting resistor 51 to round.

The speed response governing apparatus described above is claimed in a copending application of Martin A. Edwards, Serial No. 505,437, filed concurrently herewith and assigned to the same assignee as the instant application.

Line current limit For the purpose of limiting the current in the generator output circuit to a predetermined maximum value, supplementary means are provided for abruptly increasing the energization of the exciter difierential winding when the line current attains a predetermined maximum value. The current limit circuit may be more readily understood from the simplified diagram of Fig. 2. At Fig. 2 the connection of the excite: difierential winding 40 across the commutating pole windings I8, l9, and 20 in series with the resister 51 is clearly shown. To provide maximum current limit, the resistor 51 is shunted by a circuit including the battery 45, a rectifier bridge 58, and a normally open interlock contact 59 or the braking oontactor B; As pointed out hereinbefore, the braking contactor B is picked up during motoring operation so that the shunt circuit around the resistor 51 will be closed. It will be observed that both arms of the rectifier bridge are connected to block any flow of current from the battery through the resistor 51. Furthermore, the generato polarity is such that when current is flowing through the output circuit in the normal direction, the side of the resistor 51 connected to the negative side of the battery ls negative, and the side of the resistor connected through the rectifier bridge to the positive side of the battery is positive, so that the voltage drop across the resistor 51 bucks the voltage of the battery through the blocking rectifier bridge 58, the rectifiers preventing any flow of current through the loop circuit from the battery. It will now be evident that when the current flowmg in the output circuit of the generator l2, and hence the current flowing through the exoiter diflerentiai winding 40 and the resistor 51, at-

tains such a value that the voltage drop across the resistor is greater than the voltage of the battery 45 by an amount sufflcient to break down the reotlfiers in the arms or the bridge 58, current will spill over from the positive terminal of the resistor 51 through the battery 45 thereby to provide a current path parallel to the resistor 51 and in series with the differential control field 40. By thus introducing a shunt connection around the resistor 51 the net resistance of the circuit through the control field winding 40 is reduced and the energization of the winding 40 is sharply increased thereby to diminish the excitation oi the generator exciter l8 and cut down the excitation of the main generator It. The main line current at which the above-snill-over operation takes place is the maximum current limit for the generator output circuit. The added energization thus supplied to the control field winding 45 is suihciently great so that no further increase in the main line current is possible after operation of the current limit circuit.

It is desirable to reduce the maximum current limit as the vehicle speed increases, that is, 'the current limit circuit should be brought into operation at a somewhat lower line current when the vehicle speed is high then when the vehicle speed is low. This condition is imposed by the limits of good commutation by the traction motors l5 and II. It is well understood that the maximum current which may be satisfactorily commutated at high speed is less than that which may be satisfactorily commutated by the same machine at a lower speed. For this pu p e I provide a tachometer generator 50 having a separately excited field winding il energized directly from the battery 46 through the wire 3+.

The tachometer generator 88 is driven from the shaft of one of the traction motors, for example, the traction motor i8, and thus supplies an output voltage proportional to vehicle speed for modifying the operation of the current limit circuit. From the discussion of the preceding paragraph it will be recalled that the shunt circuit across the resistor 81 is connected through diagonally opposite points of the rectifier bridge I8. These points have been identified as 82 and 88 in Figs. 1 and 2. Referring now particularly to Fig. 2. it will be observed that a potentiometer 84 having variable voltage tap 88 is connected directly across the output terminals of the tachometer generator 80 to supply to the other pair of diagonally opposite points 86 and 61 of the rectifier bridge 88 a suitable voltage proportional to vehicle speed. Due to the rectifying action of the bridge 58 this speed voltag may be regarded as appearing permanently between the points 88 and 82 of the bridge regardless of the direction of motion of the vehicle, the point 63 being positive with respect to the point 62. From Fig. 2 it may also be observed that in the loop circuit comprising the battery 45. the rectifier bridge 58, and the resistor 51. the voltage drop across the resistor 81 and the speed voltage across the points 82 and B8 of the rectifier bridge 58 are connected additively and in opposing relation to the voltage of the battery 45. Thus for current limit operation the total voltage available for bucking the battery voltage to effect a spillover of the current through the rectifier bridge and the battery from the positive terminal of the resistor 81 is increased in proportion to the speed of the vehicle by the voltage between the points 82 and B3 of the rectifier bridge. Since the batteryv voltage is constant. it will be clear that as the vehicle speed increases, spill-over through the battery and hence current limit operation will take place with progressively smaller voltage drops across the resisto 51, that is, at reduced main line current, since the voltage drop across the resistor 51 is proportional to the main line current. In this way the maximum current limit is reduced as the vehicle speed increases.

Traction motor field control Referring now the field control for the traction motors l6 and i1, it may first be noted that each motor is provided with a main separately excited field winding, the motor I6 having a winding 10 connected to the output terminals of the dynamo-electric exciter i4 and the motor i'l having a field winding II connected to the output terminals of the dynamo-electric exciter I5. Preferably the exciters I4 and I5 are machines of the armature reaction excited type as heretofore explained in connection with the generator exciter i! and include series load compensating windings a and Na, respectively. The exciters i4 and I5 are provided also with main control field windings l2 and 13, respectively, which are energized through manually controllable potentiometer bridges 14 and 15, respectively, in accordance with the voltage drop across the commutating pole windings i8, i9 and 28 or the main generator output circuit. The energizing circuit for the windings l2 and 18 may be traced from the positive terminal of the engine driven generator I: through a resistor 16,'a wire H, and in parallel through a pair of variable resistors 18. 19 to the points 80 and BI on the potentiometer bridges I4 and 15, respectively, and hence through both sides of both potentiometers in parallel to a grounded wire 82. Thus the voltage appearin across each potentiometer I4 and 15 from the points and 8| to ground is proportional to the current in the generator output circuit as indicated by the voltage drop across the commutating pole windings I8, l8 and 28. A suitable voltage for application to the motor exciter field windings 12 and I8 is selected on the potentiometers II and 15 by means of manually positionable steering handles 88 and 84, respectively.

It is desirable at this point to note certain mechanical features of the steering handles 83 and 84. Primarily these handles have for their purpose the determination of. the'standard of energization of the motor field windings Ill and II by selection from the potentiometers l4 and 15 of a suitable voltage proportional to line current for application to the motor exciter field windings l2 and 13. It will also be noted that the "dead man" interlock switches 53 and 54 previously mentioned are actuated by handle levers attached to the steering handles and that these switches are arranged to be closed as soon as the handles are grasped by an operator. Preferably, as indicated in the drawings, the steering handles 88 and 84 are biased to a normal position such that substantially full forward voltage is applied to the control field windings 12 and 13. The steering handles are also arranged to operate a number of auxiliary switches and rheostats. For example, the rheostats 18 and 19 are ar-- ranged to be fully in circuit when the steering handles 83 and 84 are in their normal positions and are connected respectively to the handles 83 and 84 for movement therewith to cut out resistance as the handles are drawn back toward the null points of the potentiometer bridges. The rheostats l8 and I8 are arranged to be fully cut out when the steering handles reach the null points. The purpose of these rheostats will be more fully described hereinafter in connection with automatic steering operation. In addition to the rheostats l8 and 19, the steering handles 83 and 84 are also arranged to actuate potentiometers 85 and 86, respectively, and switches 81 and 88, respectively. The potentiometers 85, 86 and the switches 81, 88 are in circuits which wili be described hereinafter, but it will be sufilcient for the present to note that the sliders oi the potentiometer-s 85 and 86 are normally at their maximum voltage positions and, since the forward halves of these potentiometers are dead, the maximum voltage position is maintained so long as the steering handles are forward of their null points. The potentiometers 85 and 88 became effective to reducethe tapped voltages as the steering handles are moved beyond their null points and into their reverse quadrants. The switches 81 and 88 are single-pole, double-throw switches which are normally closed on one pole so long as the steering handles are in their normal forward positions and are thrown to the other pole as soon as the connected steering handle is moved in the reverse direction from the normal position.

It will be clear from the above description of the potentiometers l4 and 15 that with the steering handles 83 and 84 set in any predetermined position, the energization of the main control field windings l2 and 13 of the motor exciters 'II' and IE will vary in accordance with the magnitude of the main line current. Furthermore, since the exciters l4 and i5 serve as dynamo electric amplifiers, it will be clear that the energization of the motor field windings 70 and ii is proportional to the armature current of the motors, and that, except as modified under certain conditions explained hereinafter, the excitation characteristic of the traction motors I8 and I1 is similar to that of a series motor. It will be understood that the steering handles 83 and 88 are independently controllable so that the standard of excitation of each motor may be se ected independently and set at any point between full forward held and full reverse held. The energization circuit for the motor exciter windings I2 and I8 is shown in simplified form at Fig. 4. While Fig. 4 shows only a single potentiometer bridge, it will be understood that the potentiometers I8 and I5 are connected in parallel circuit relation.

The series excitation characteristic of the traction motors I8 and I1 is desirable because it increases the speed up to which maximum utilization of available engine horsepower may be obtained. However, it has been found that even higher motor speeds than may be thus obtained are desirable at the point of maximum utilization of engine power. This demand arises in part from the fact that saturation oi the motor fields at lo vehicle speed in an effort to obtain maximum ractive efiort for starting impairs to some extent the proportionality between line current and the motor flux. Accordingly, in order further to increase the motor speed up to which maximum utilization of engine horsepower may be obtained, I provide additional means for exaggerating the series excitation characteristic of the motors by controlling the motor excitation in inverse proportion to vehicle speed as well as in direct proportion to the main line current. For this purpose I utilize the voltage of the tachometer generator 88 to energize, in proportion to vehicle speed, a pair of difl'erential control field windings 88 and 8| on the motor exciters I4 and I5, respec-- tively. Referring to Figs. 1 and 3, it will be observed that. the control field windings 88 and 8| are connected in series circuit relation across intermediate points 82 and 83 of a bridge circuit the line terminals 88 and 85 of .which are connected to the terminals of the tachometer generator 88. Fig 3 clearly shows the bridge circuit which comprises a pair of resistors 86 and 81 connected in series between the terminals 84 and 85 and a resistor 88 connected in series with a rectifier 88, also between the terminals 88 and 85. The rectifier 88 is connected normally to conduct, the terminal 88 being positive. The arms of the bridge are so proportioned that the point 82 is normally positive with respect to the point 83 and the motor exciter field windings 88, 8| are connected between these points. The energizing circuit for the windings 88 and 8| may be traced from the bridge terminal 82 through a rectifier I88, the control field windings 88 and 8| in series, the steering handle switch 88 in its normal position and the slider of the steering handle potentiometer 85 to the terminal 88. It will be understood that this circuit selectably traverses either the potentiometer 85 or the potentiometer 88 or bypasses both potentiometers through the switches 81 and 88, depending upon the positions of the steering handles 88 and 84. The purpose of the potentiometers 85 and 88 will be later explained, but for the present it may be assumed that the potentiometers are ineffective and that the steer-.

ing handles are in the full forward positions shown in the drawings. Thus. as the vehicle speed and tachometer voltage rise, the voltage across the bridge points 82, 88 increases proportionately. As indicated at Fig. 1 the difierential control neld windings 88 and 8| are energized in opposition to the main field windings 12 and I8. respectively, so that, as .the energization oi the windings 88 and 8| increases with increasing vehicle speed, the net excitation oi the traction motor exciters I4 and I 5, and hence the excitation of the traction motors I8 and I1 themselves, is reduced in proportion to the speed of the vehicle. It will be borne in mind that this effect is superposed upon the reduction of traction motor excitation due to the decrease in main line current as the vehicle speed increases and produces an exaggerated series motor characteristic.

The reason for making use 0! the rectifier 88 as one arm of the bridge circuit of Fig. 3 will become evident from an examination or the curves of Figs. 6 and 7. The rectifier 88 serves as a nonlinear resistor which decreases its resistance as the voltage across the bridge increases. Referring first to Fig. 6, I have here shown the relation between vehicle speed and line current from zero speed up to maximum vehicle speed. The maximum vehicle speed is indicated at Fig. 6 by a line |8I. The manner in which the vehicle speed is limited to this maximum will be described hereinafter, but for the present it is sufficient to note that the broken line curve I82 0! Fig. 6 indicates the manner in which the line current would diminish as the vehicle speed increases were it not for the additional field weakening due to the energization of the motor exciter field windings 88 and 8|. Also'at Fig. 6 the straight line I88 indicates the maximum current limit which, as has been heretofore explained, diminishes as the vehicle speed increases. As described in the preceding paragraph, the excitation of the control field windings 88 and 8| increases with vehicle speed and this increase is substantially linear over a portion I88 of the curve of Fig.8, so that the line current of Fig. 6 follows a curve I85 rather than the curve I82. As indicated at Fig. 6, the departure of the curve I85 from the curve I82 becomes more pronounced as the energize.- tion or the field windings 88 and 8|, as shown in Fig, '7, increases. Thus, due to the effect of the field windings 88 and 8|, the line current begins to show an increase at a portion I850 of the curve I85, and begins to approach the current limit value. Since it is undesirable that the current limit be exceeded at this point, further increase in the energization of the field windings 88 and 8| is prevented and, in fact, a net decrease in their energization may be produced by the action of the rectifier 88. The negative resistance-voltage characteristic of the rectifier 88 becomes pronounced at relatively high tachometer voltages, thereby to reduce the resistance of the bridge arm in which it lies and to preclude further increase of the voltage of bridge terminal 82 with respect to terminal 88. Indeed, the effect or the rectifier 88 may be so pronounced as to actually reduce the voltage across the control field windings 88 and 8| despite further increases of tachometer voltage (see the portion I8|a oi the curve I88, Fig. 7). As indicated at Fig. 6. then, this has the efi'ect oi again reducing the line current at a portion |85b of the curve I88. By thus limiting, and in fact reducing. the energization of the windings 88 and 8| in the high speed range, an increase of the line current to the limiting value is avoided.

Vehicle speed limit In addition to their i'unction oi exaggerating the series excitation characteristic of the trac- ,1 tion motors, the motor exciter control field wind- I lugs and 0| are connected in circuit with the control battery 45 to provide a vehicle speed limit control and indication. For this purpose the voltage 0! the tachometer generator 60 is matched against the voltage of the battery It through a loop or spill ov'er circuit including the control field windings 00 and Bi of the motor exciters II and I and a pair of blocking rectifiers I06 and Mia (see Figs. 1 and 3), the rectifier "its being in the rectifier bridge 58. The blocking rectifiers normally prevent a fiow oi current from the battery through the tachometer generator 60 and the field windings 00 and SI but permit a spill-over current from the tachometer generator through the battery and the control field windings 90 and 0! to supply supplementary excitation to the field windings whenever the vehicle speed is such that the tachometer voltage, or a suitable portion thereof, exceeds the battery voltage. The spill-over connection may be traced at Figs. 1 and 3 from the positive terminal of the tachometer generator 60 through a wire I01, the rectifier l06a, the wire 3+ and the battery 45 to ground, and from ground through the rectifier I06, a suitable visual or audible speed indicating device I00, the motor exciter control field windings 90 and SI, the steering handle switch 88, the variable steering handle resistor 05, and the resistor 01 to the negative terminal or the tachometer generator 60, It will now be clear that the rectifier I00 is included in the normal or bridge excitation circuit of the field windings 90 and 9| for the purpose of preventing short circuiting of these field windings through the rectifier 99 upon spill-over in speed limit operation. From the above circuit it will be evident that the rectifiers I06 and I 06a are so arranged that current cannot fiow from the battery 45 through the tachometer generator 60. On the other hand, when the vehicle attains such a speed that the voltage at the output terminals of the tachometer generator attains a value greater than that of the battery voltage, these two blocking rectifiers will permit current to spill over from the tachometer generator through the battery, the overspeed indicating device I08, and the motor exciter control field windings 80 and 9|. Furthermore, it is to be noted that the vehicle speed at which such spill-over will occur is substantially unailected by changes in the battery voltage because of the fact that the tachometer generator is battery excited, so that as the battery voltage increases or decreases, the tachometer generator voltage increases or decreases pro ortionately,

The operationpf the speed limit circuit may now be followed. It will be recalled that independently of any energization of the motor exciter control field windings 90 and 9| through the speed limit spill-over circuit traced in the preceding paragraph, these field windings are continuously excited through the bridge circuit of Fig. 3 in the manner indicated at Fig. 7. Referring now to Fig. 6, as the vehicle speed limit is approached the line current is in the region I05b of the curve 105. I! now the vehiclespeed becomes such that the tachometer voltage causes current to spill over through the speed limit circuit thereby to energize the overspeed indicating device IOB-and to superpose additional energization upon the normal energization of the motor exciter field windings 90 and 9i, the total energizatlcn of the windings 90 and ill will increase sharply as indicated at the portion l00b of the curve of Fig. 7. Such increase in the energization oi the difierential windings and 0i will cause a sharp decrease in the net motor exciter excitation, and hence in the net motor excitation. so that the line current will increase sharply as indicated at lliic of Fig. 8. This sharp increase in the line current will bring the line current to the limiting value at the speed of operation, as indicated by the curve I03 01 Fig. 6, so that the current limit circuit previously described will be brought into operation. Thus with the motor current limited at th current limit value, the motor power is determined by the motor voltage. The motor voltage is proportional to the motor speed and to the excitation of the motor field windings, so that with the motor speed remaining at the maximum value and the motor excitation severely limited by the increased excitation of the motor exciter fields 00 and BI, the motor power will drop off, thereby to reduce the vehicle speed. When the vehicle speed is thus reduced, the tachometer voltage is reduced below the spill-over value and supplementary excitation of the motor exciter fields 90 and 9| ceases. It will thus be clear that the system will regulate on this point to maintain the vehicle speed at its maximum value.

The above operation of the system under speed limit conditions will be clarified by a consideration of Fig. 5. This figure is a more or less conventional diagrammatic representation of the power characteristics of a Diesel-electric system. Thus the main generator I! ii driven at any selected speed will exhibit an inherent full load voltampere characteristic of the general shape of the curve A, while the maximum power output of the engine ill will be substantially constant as indicated by the curve B. Ordinarily the capacities of the various elements of the system are so selected that these curves intersect in the central operating range in order to attain maximum utilization of the available engine power over the widest possible range of vehicle speed. From the curves A and B it will be evident that within the central portion of the operating range the generator is demanding more power than the engine is capable of supplying and that the only way that the curves may be caused to coincide, as they must. is for the power output of the generator to be slightly diminished by slight engine stalling within this range. Since such reduction in the engine speed also cuts down the available power output from the engine, it is desirable if possible to cut down the generator demand so that it just equals the engine output. In the system disclosed provision is made for reducing the generator excitation by means 01' the governor operated potentiometer 46 previously described. By way of example, the curves A and B of Fig. 5 have been drawn for the full open position of the engine throttle. With the throttle in this position the potentiometer 0F has effected no change in the potential applied to the generator exciter field I l However. as previously explained. the governor is provided with a certain degree of overtravel so that it, with the throttle in the full open position. the engine speed still cannot be maintained. the lever 29 attached to the governor moves the slider of the potentiometer 06 to effect a reduction in the energization of the generator exciter field winding 4i without further opening of the engine throttle. By thus reduclng the excitation of the main generator It, the power demand of the generator is reduced to a point where it just equals the available power output of the engine. This action is 01' a regulawry nature and results in bringinB the generator volt-ampere characteristic into coincidence with the available power output the engine over the constant power range C of the resultant generator volt-ampere characteristic shown in solid lines at Fig. 5. It will be understood that in the region D the voltage of the generator is limited to a predetermined maximum value by saturation of the generator field poles. The portion E on the curve of Fig. is determined by operation of the current limit circuit at zero or low vehicle speed. It will be understood that as the vehicle speed increases. the current limit is reduced as indicatedby the constant current lines E1 and E2 of Fig. 5. The portion F of the generator voltampere characteristic represents the pure resistance drop through the armatures oi the traction motors along which th line current builds up in proportion to generator voltage when the vehicle starts from standstill.

Referring again to the operation of the vehicle speed limit with the curves of Fig. 5 in mind, it will be evident that, ii the vehicle is operating at a point iiil on the generator volt-ampere characteristic when the vehicle speed reaches its maximum value, the sharp increase in motor exciter differential field excitation produced by the speed limit circuit and indicated at Fig. '7, and the consequent sharp increase in line current indicated at Fig. 6, will cause the operating point iii! of Fig. 5 to move down the curve C to the maximum speed current limit curve E2. and hence down the current limit curve E: to a point such as H I of Fig. 5. It will be clear that the system power represented at the point iii is less than that represented by the constant power curve C so that the power output of the motors will be reduced and the vehicle will slow down as previously described.

Stabilization of motor excitation It will be understood from the above that when the vehicle is moving forward under power, the counterelectromotive force of the motors is almost equal and opposite to the output voltage oi the engine driven generator l2. Since the motor voltage is proportional to the product of the .motor flux and motor speed, it is apparent that when the vehicle is traveling at a relatively high speed the motor flux is quite weak while the generator I2 is operating under partial saturation in its upper range of voltage. Under such conditions it will be evident that the motor exciters I4 and I5 are capable of forcing an extremely rapid change of motor field fiux with only a relatively small change in motor field energization, while because of the generator field saturation, a relatively large voltage change at the generator exciter i3 is necessary to produce a proportional change in the generator field flux. Accordingly, it the excitation of the traction motors is suddenly reduced or reversed to initiate dynamic braking operation, it will be clear that a transient current of considerable magnitude might flow in the generator output circuit because oi the fact that the motor field flux will reverse much more quickly than the generator fiux can be reduced by operation of the current limit circuit. For the purpose of bringing this undesirable condition within permissible limits, the motor exciters I4 and ii are provided, according to the invention, with stabilizing control field windings ill and I I6, respectively. Referring to the drawings, it will be observed that the positive terminal of the motor exciter i5 and the negative terminal oi the motor exciter I l are connected together and to ground through a wire III, while the positive terminal of the motor exciter i4 is connected through the stabilizing control field winding IIS, a condenser H8, and the stabilizing control field winding Iii to the negative terminal of the motor exciter Ii. Thus when the system is operating under steady-state condi tions, no current flows through the stabilizing windings H5 and N6, the condenser IIB merely being charged to a potential equal to the sum of the potentials across the output terminals of the motor exciters i4 and IS. The stabilizing circuit is a loop circuit comprising the armatures of the motor exciters I4 and ii, the control field windings H5 and H6, and the condenser 8, all in series circuit relation, the circuit being tied to ground between the armatures of the motor exciters by the wire iil.

It may now be observed that if the voltages across the output terminals of both motor exciters are changing in the same sense, that is, if increased or decreased motoring or braking torque is simultaneously being called for on both exciters, or if the excitation of both exciters is suddenly and simultaneously changed from forward excitation to reverse excitation to shift from motoring to braking operation, the condenser H8 is charged or discharged- (depending upon the direction of the change) through the stabilizing control field windings H5 and H6. These stabilizing windings are so arranged that the components of field excitation which they produce under such conditions of change in the motor exciters N and I5 tend to oppose the change of voltage in each machine. In this manner the rate of change of output voltage of the motor exciters is sufficiently decreased so that the generator exciter differential field 40 is able to make the flux of the generator field 38 follow the motor fiux sufilciently closely to prevent an exceedingly high transient current during a rapid change of motor excitation. If, on the other hand, the voltage of only one of the motor exciters is changed, either by increasing or decreasing the field excitation of that motor, while the voltage of the other motor exciter is maintained constant, the condenser H8 will also undergo a change in charge. In this case however the current through the stabilizing field windings H5 and H6 will; be in the same direction in both windings, so that the current through the stabilizing winding of that motor exciter whose voltage is undergoing change will tend to oppose the change, while the current through the stabilizing winding of that motor exciter whose field excitation is not otherwise undergoing change will tend to produce a change in voltage of that exciter in a direction opposite to the voltage change in the first exciter. This latter effect is desirable in connection with steering operation. as will appear hereinafter. Steering is efiected by moving one steering handle to change the torque of the associated motor.. In order that maximum steering efliciency niay be eiiectd. means are preferably provided for automatically changing the torque of the other motor in the opposite direction without necessitating movement of the other steering handle. It will be clear that the above transient effect aids such a change.

While the specific stabilizing arrangement described above is my invention and is claimed herein, the invention in its broader aspects is the invention of Martin A. Edwards, Donald E. Garr and John C. Aydelott and is claimed in the aforesaid application, Serial No. 469,588.

Steering As briefly mentioned in the foregoing paragraph, steering of the vehicle is eflected by actuating one or the other of the steering handles to reduce or reverse the torque of the associated motor without reducing the torque of the other motor, thereby causing the vehicle to turn toward the side upon which the torque is reduced or reversed. Referring to Fig. i, if the steering handles are in the full forward motoring position shown, steering may be effected by pulling one handle, for example the right-hand steering handle 84, backward toward or to the null position. It very abrupt steering is required, the handle may be pulled back into the reverse quadrant to effect the reversal of torque and braking operation of the right-hand motor. During such operation the left-hand motor continues to exert a forward motoring torque. It will of course be understood that if the vehicle is traveling in the reverse direction, steering is eflected by moving one handle toward or into the forward quadrant.

In order to effect steering with a minimum of disturbance of the main line current, it is desirable to maintain constant the net motor voltage during steering operations. Means are therefore provided, according to the invention, for automatically increasing the excitation and hence the torque of the motor whose steering handle is not disturbed when the voltage and torque of the other motor is decreased. For example, if the steering handle 84 is drawn toward the null point of the potentiometer 18 while the steering handle 88 is left in the position shown, the resistance of the rheostat 18 will be gradually diminished and will be completely out out when they handle 88 reaches the null point. Referring now to Fig. 4, it will be evident that as the rheostat I8 is cut out, the voltage applied to both double potentiometers 14 and I5 is gradually increased. Thus, since the steering handle 88 is not moved, it will be clear that the field excitation of the motor exciter II is increased, thereby to increase the voltage and torque of the motor I. Of course, the voltage applied to the potentiometer I4 is also increased, but the reverse movement of the handle 84 takes precedence so that the resultant excitation of the motor exciter I8 is decreased, thereby decreasing the voltage and torque of the motor [1. By suitable proportioning of the various elements of the system, the rheostat 18 may be caused to increase the voltage of the motor It by the same amount that the voltage of the motor i1 is decreased by the steering handle 84 until the null point is reached and the rheostat I8 is completely out out. This condition is illustrated at Fig. 8 which shows the relation between steering handle travel and motor voltage for the condition assumed. It will be clear that if the handle 88 is moved and the handle 8| left stationary, the rheostat 18 will have the eflect of increasing the voltage of the motor H.

The rheostats l8 and 18 are not effective when either steering handle is in the reverse quadrant, since these resistors are completely out out when the handles reach their null points. However, my invention provides means for maintaining the net motor voltage substantially constant even if one steering handle is drawn back into the reverse quadrant to effect braking operation of one motor for very abrupt steering. For this purpose the potentiometers 88 and 88. which are ineilective so long as the steering handles are in the forward quadrant, are brought into operation. These potentiometers, which are connected in parallel with the resistor 88. have the eflect of reducing the excitation of the motor exciter diilerentiai control field windings 88 and 8| whenever one of the steering handles is moved into the reverse quadrant while the other is left in its normal position. Continuing with the example assumed, let it be supposed that the steering handle 88 is moved into the reverse quadrant. Referring now to Fig. 3, it will be evident from the foregoing description of the apparatus connected to the steering handle 88 that the selector switch 88 will have been thrown into engagement with the contact III as soon as the steering handle 84 was moved backward from its normal position. thereby to connect the motor exclter fields 88 and 8| to the bridge terminal 88 through the slider of the potentiometer 86 rather than the slider of the potentiometer 85. This changed connection has no effect until the steering handle reaches its null point, since the potentiometer 88 is effective only in the reverse quadrant. However, as soon as the steering handle is moved into the reverse quadranhihe slider oi the potentiometer 88 moves over the live section of the potentiometer from the voltage of the point 88 toward the higher voltage of the bridge terminal 88, thereby to diminish the voltage across which the field windings 98 and Si are connected. Since these field windings are difierential windings, such decrease in their energization produces a net increase in the excitation of both motor exciters. In this way the voltage of the motor it continues to increase, while, as previously described in connection with the forward quadrant movement, the resultant voltage of the motor i'l increases in the reverse direction as the steering handle 84 approaches its full reverse position. As indicated at Fig. 8, the voltage of the motor i6 increases somewhat nonlinearly because of motor saturation after the steering handle 84 passes the null point.

It will be understood that if instead of moving the steering handle 84, the operator has moved the steering handle 83 into the reverse quadrant and left the steering handle 84 stationary, the potentiometer 85 would have produced the same effect as just described in connection with the potentiometer 88. Furthermore, if both steering handles were simultaneously moved into their reverse quadrants to effect braking operation without steering, both selector switches 81 and 88 would be actuated, that is, the switch 88 would engage the contact l2i and the switch 81 would engage its contact I20, thereby to disconnect the potentiometers 85 and 88 and connect the control field windings directly to the point 83 so that the potentiometers have no effect upon the energize.- tion of the motor exciter fields and Bi.

Dynamic braking operation Dynamic braking operation without steering is effected by drawing both steering handles 83 and 84 simultaneously from their forward quadrants into their reverse quadrants. During this operation the potentiometers 85 and 86 are ineffective to reduce the excitation of the motor exciter fields 88 and SI because they are bypassed by the switches 81 and 88, as explained in the preceding paragraph. However, the rheostats l8 and 18 are effective, so long as the steering handles are still in their forward quadrants, to increase the voltage applied to the motor field windings 1c and II, as explained heretofore in connection with the steering operation. By thus increasing the standard of excitation of the motor fields, a high braking torque is maintained at relatively low line currents.

While the braking torque at low line currents is maintained in the manner described above, means are also provided for limiting the braking torque at high line currents. The need for such a limitation will be appreciated when it is realized that under braking conditions the field excitation of the traction motors l8 and I1 is reversed so that these motors act as generators, their voltages adding to the voltage of the main engine driven generator i2. Under these conditions the series excitation characteristic of the traction motors becomes a series generator characteristic having a marked cumulative effect; that is, as the excitation of the traction motors is increased in a braking sense, the line current is increased, and as the line current increases, the excitation of the traction motors is further increased. This effect is aggravated by the transient overshooting of the line current limit previously explained as resulting from the inability or the generator to reduce its voltage as quickly as the motor voltage is reduced when making a sudden transfer to dynamic braking operation. While the motor exciter stabilizing windings H and H6 limit this overshooting to permissible values, it is also desirable to limit the braking torque when such high line currents exist. Indeed, it has been found desirable to limit the braking torque at high line current even though the line current does not exceed the current limit value. For this purpose I provide means for limiting the excitation oi the traction motors l6 and II to a predetermined maximum value so that the series excitation characteristic of the traction motors is transferred to a constant or shunt excitation characteristic upon the occurrence of a predetermined high line current. Fig. 4 shows the manner in which the energization of the main motor exciter control field windings 12 and 13 is limited to a definite maximum value. As has been previously pointed out, Fig. 4 shows the potentiometer bridge 14 (the potentiometer bridge I5 being connected in parallel circuit relation) connected across the interpole windings HI, I! and 20 in the generator output circuit in series with the resistor l6 and the rheostats l8 and Ill. Furthermore, it will be now understood that normally the basic series characteristic of the motor exciter winding 12 arises from the fact that the potential at the point 80 of the potentiometer 14 is proportional to the voltage drop across the commutating pole windings l8, l9 and 20 as derived through the resistors 16, I! and I8. As explained heretofore, this proportionality is modified to some extent in braking operation by reduction of the resistance of the rheostats i8 and 19. However, in order to limit the potential at the point 80 to a predetermined maximum value, this point is tied through a blocking rectifier I26 to a point of intermediate voltage I21 on the battery 45. From Fig. 1 it will be evident that the point III has a fixed potential slightly above ground potential as determined by the battery 45. So long as the potential of the point remains below that of the point I21 on the battery 45, current cannot flow from the battery through either the potentiometer or the commutating pole windings It, IS, and 20 because of the presence of the blocking rectifier I26. However, should the line current through the communtating pole windings l8, l9, and 20 attain such a value that the potential at the point Bil tends to attain a value in excess of the potential at the point I21, current will spill over from the point 80 through the rectifier I26 and the connected portion of the battery 45 to ground, thereby limiting the potential of the point 80 to a predetermined maximum value. After this operation the potential of the point 80 remains substantially fixed regardless of the value to which the line current, and hence the potential drop across the commutating pole windings I8, I! and 20, may go. Therefore when the line current attains a value suflicient to cause such spill-over, the energization of the motor exciter control field windings l2 and i3, and accordingly the excitation of the traction motors l6 and i1, attains a fixed maximum value and is possessed of a shunt characteristic. In this manner the undesirable cumulative eflects of motor field strength are minimized when going into dynamic braking operation. It will be understood that the excessive potential at the point 80 may not be due alone to a simple resistance drop across the commutating pole windings l8, l8 and 20, but that upon a very rapid change in line current, as due to a quick reversal of the traction motor field windings, such an excessive potential may arise in part irom the inductive drop across the commutating pole windings. The spill-over circuit through the rectifier I26 also guards against such excessive inductive transient potentials. 7

Under conditions of rapidly changing line current in suddenly going into braking operation as described above, the inductive potential appearing across the interpole field windings 18, I9, and 20 is utilized to hasten the decrease in excitation of the generator 12 to its steady-state value. For this purpose th energization of the differential field winding 40 of the generator exciter I3 is arranged to go to exceedingly high values. It will be recalled that the diiferential field winding 40 of the exciter I3 is energized across the commutating pole windings l8, l9 and 20 so that any inductive voltage drop appearing at the positive terminal of the generator 12 will provide a transient increase in energization of the winding 40 and hence a rapid decrease in the net excitation of the generator exciter l3 and the generator i2. By forcing an increased current through the difierential field winding II, the inductive voltage at the positive terminal of the generator I! also appears across the resistor 51 in the generator exciter dlfierential excitation circuit and tends to bring into operation the line current limit circuit previously described, so that the energization of the generator exciter diflerential control held I may be further increased by spillover of the current limit circuit through the rectifier bridge 58 and the battery 45, as previously described.

Operation In view of the foregoing detailed description of the various parts of the system and their manner of connection and mode of operation, the operation of the system as a whole will be readily understood from the following brief description from the viewpoint of the operator.

Three simple and convenient controls are provided at the driver's position, namely, the accelerator pedal 28 for controlling the speed and power output or the internal combustion engine II. and the left and right steering'handles It and It. respectively, for independently controlling the speed. torque, and direction or rotation of the left and right-hand tracks. As previously described, the steering handles II and I are provided with dead man interlocks l3 and 64 normally biased to an open position.

Assumlngilrstthatthevehicleisatstandstlil andthattheengine III lsrunningat idlingspeed. motoring operation is initiated simply by grasping oneorbothof thesteeringhandlestocloseone or both of the dead man interlocks 53, H. The interlocks 53, it are connected in parallel circuit relation, and closure either interlock completes an energizing circuit for the main control field winding ll of the generator exciter II through a circuit which has been previously traced. Simultaneously an energizing circuit is completed from the positive terminal of the battery 45 through an actuating coil I of the throttle solenoid II to the wire 52 and through the dead man interlocks 53 and I to ground. This circuit also includes a normally closed interlock contact III on an overspeed device I32. The overspeed device I32 is arranged to be actuated upon over- Closure oi one of the dead man interlocks 58,

'84 to initiate motoring operation also completes an energizing circuit through a reverse power relay RPR for an actuating coil Ill of the braking contactor B. The braking contactor B is normally open, but is closed during motoring operation to shunt the braking resistor 2| in the main generator output circuit. The reverse power relay BBB is provided with a polarizing winding I36 and a directional winding I11. Upon closure of one of the dead man interlocks 53 or it, an energizing circuit is completed for the polarizin winding I86 from the wire B+ through a normally closed interlock contact I38 on the brakin contactor B and the winding I36 to the wire 52 and hence to ground. When so energized, the reverse power relay RPR picks up and is retained in its actuated position by a holding current of limited value through a resistor I" which shunts the normally closed interlock contact I38. Upon actuation of the relay RPR an energizing circuit is completed for the actuating .winding I of the braking contactor B through a circuit which may be traced from the wire B+ through a normally open interlock contact I40 on the reverse power relay RPR, the actuating winding I35 of the braking contactor B, a normally closed interlock contact Ill on the braking contactor B, and a normally closed interlock contact I42 on a time delay relay TDR to ground. Thus energized the braking contactor B picks up to close the shunting contact 22 around the braking resistor 2| and to complete for its actuating coil I35 a holding circuit through a current limiting resistor M3 and a self-actuating normally open interlock contact I. After the contactor B picks up it closes a circuit for an actuating coil I55 0! the time delay relay TDR through the interlock contact on the contactor' B. Opening of the time delay relay contact I42 has no eii'ect for the present because It is now shunted by the lock-in contaetiI on the contactor B.

.Bywayofsummarythensim eclosureofone or the other of the dead man terlock contacts 63 or It immediately the engine speed to a predetermined minimum, picks up the braking contact B to shunt the braking resistor 2|. and completes a iiuld excitation circuit for the generator exciter I8.- The consequent current flowing in the output circuit oi the generator It produces a voltage drop across the commutating field windings I8, I! and III and thus energizes the main control field windings I2 and I8 of the traction motor exciters I4 and Il through the potentiometer bridges II and II, respectively, so that a torque is supplied to the driving wheels. Since the steering handles 83 and 84 are in their position oi maximum forward torque. the vehicle will begin to accelerate from standstill in the forward direction. As the vehicle comes up to speed, the motor current falls oil and the voltage rises from a point IiII on the IRline F of Fig. 5 and along a low engine speed power curve C to some point such as the point III. It will be understood that as the line current diminishes, the motor torque also diminishes so that the point III is determined as that point at which the total motor torque lust overcomes the resistance to motion of the vehicle.

With the establishment of a current in the generator output circuit, the directional winding III of the reverse power relay RPR is energized in proportion to the motor voltage and cumulatively with respect to the polarizing winding I36 of the reverse power relay. The winding III thus tends to hold the reverse power relay in its I actuated position.

To increase the speed of the vehicle the accelerator pedal 26 must be depressed. The engine It is thereby speeded up and its power increased. thus increasing the generator output current and the motor torque. The vehicle will therefore speed up until the increased motor torque lust balances the resistance of the terrain over which the vehicle is operating. It should be noted that the speed of the vehicle cannot be increased simply by moving the steering handles forward (assuming that they had previously been removed from the maximum forward position) to increase the motor excitation. This will be evident from a consideration of the fact that no greater power is thereby supplied to the motor since the generator power output is not changed by moving the steering handles. The only effect of moving the steering handles forward simultaneously is to increase the motor voltage and thus decrease the motor current so that the operating point moves along one of the constant horsepower curves such as that shown in Fig. 5 to a higher voltage point. If during forward motoring operation the accelerator pedal is depressed suiiiciently far to increase the vehicle speed to its predetermined maximum value, the speed limit circuit functions in the manner heretofore described to diminish the excitation of the traction motors and to give a visual or audible indication at the overs-peed indicating device I08. The operation of the speed limit circuit and its relation to the current limit feature has been explained hereinbefore. So far as the operator is concerned the functioning of the speed limit circuit and an indication on the overspeed device It! should be taken as a signal for releasing the accelerator pedal to some extent, thereby to reduce the power output of the engine and to permit the system operating point circuit.

to move oil of the current limit. This is desirable as obviously it is more efilcient to operate the system at low current and high voltage than to operate at low voltage at high current.

An outstanding feature oi the described arrangement is that, in the event that the vehicle while motoring forward encounters a downhill grade and the operator makes no attempt to check the vehicle speed. the speed limit protection will operate not only to reduce the engine horsepower output in the manner previously explained but will actually reverse the net excitation of the traction motor field windings thereby automatically toinitiate dynamic braking operation and to maintain the vehicle at the maximum permissible speed. To illustrate, letit be assumed that the vehicle is brought to a steep downhill grade with the engine In running at its maximum speed and the steering levers 33 and 84 pushed forward to their maximum torque positions as shown at Fig. 1. As the vehicle speed increases the voltage of the tachometer generator 50 will become so great that the current spilled over from the tachometer generator through the battery 45 and the motor exciter differential windings 90 and ill will become sufilcient completely to overpower the main control field windings I2 and I3 and to reverse the net excitation of the motor exciters I4 and I5 and the motors l6 and Il thereby to initiate dynamic braking operation.

The manner in which the vehicle may be steered by reducing or reversing the torque on one or the other of the motors has been previously described. Also, dynamic braking without steering by simultaneous transfer of the steering handles 33 and 34 to their reverse quadrants has been explained with reference to the motor field excitation circuit. It may now be noted that when such dynamic braking operation is initiated the back electromotive force of the traction motors I5 and II is reduced to zero and then reversed. As the back electromotive force or the traction motor approaches zero or begins to reverse in going into braking, the directional coil I31 of the reverse power relay RPR functions to drop out the reverse power relay thereby to ,deenerglze the actuating coil I35 oi the braking contactor B and to cause the contactor B to drop out and unshunt the braking resistor 2|. During dynamic braking operation the power generated by the generator I2 and the traction motors I6 and I1 is absorbed in the braking resistor. Proper operation of the reverse power relay RPR is insured by a pair of capacitors I50 and lil connected across a resistor I52 in the circuit of the directional coil I31. These capacitors function to cause the reverse power relay to anticipate its normal setting sufiiciently so that even when the rate of change of motor voltage is greatest the braking contactor B is opened at the desired time. As braking proceeds with the motor voltage reversed the reverse power relay RPR remains dropped out and the braking contactor B likewise remains deenergized. As the motor voltage decreases with decreasing vehicle speed, the voltage of the main generator l2 increases to maintain the continuing unidirectional current in the main line since the current in both the motor armatures and the motor field windings is maintained, dynamic braking may be made efi'ective until the vehicle reaches standstill.

Opening of the braking contactor B indicating that dynamic braking is in progress also efiects a number oi protective iunctions necessitated by aaeaoai braking operation. In the first place the interlock contact 53 of the contactor B disables the current limit circuit thereby to remove the current limit eiiect during dynamic braking. This will be evident from Fig. 2, and-is necessitated by the fact that the voltage of the engine driven generator I! cannot be permitted to reverse under the influence of the dlfierentialexciter field winding 40 in an attempt to maintain the line current at the current limit value. I! the generator voltage were permitted to reverse it would mean that the generator was acting as a motor to drive the internal combustion engine l0. While slight overspeeding of the engine In is permissible, any substantial overspeeding must be avoided in order to prevent damage to the engine. A second normally closed interlock I53 is also included on the braking contactor B for the same reason. When the braking contactor drops out the interlock I53 shunts the resistor 55 to insure that maximum forward field is maintained on the generator exciter I3. Unless the generator exciter forward field II is kept at its maximum value during braking, it is possible that even the minimum strength 01' the generator diiferential field I would be sufficient to cause the reversal of the main generator voltage and overspeeding of the engine Hi.

It, is also to be noted that during braking the interlock contact I33 on the contactor B is closed to shunt the holding resistor I39 in circuit with the reverse power relay polarizing coil I35 thereby to change the calibration of the reverse power relay and to restore its normal pickup circuit. The interlock contact Ill on the braking contactor B also closes during dynamic braking to short circuit the holding resistor I43 in series with the actuating coil I35 of 'the braking contactor and to restore the normal pickup calibration of the braking contactor.

During dynamic braking operation while the reverse power relay RPR remains dropped out energization of the braking contactor coil I35 is precluded by the time delay relay TD R, the actuating winding I55 or which is maintained energized through a normally closed interlock contact I56 on the reverse power relay RPR which shunts the now open interlock contact 49 on the contactor B. When dynamic braking is completed and the vehicle speed is reduced to zero, the RPR relay recognizes this fact by the fact that the motor voltage is sustantially zero. The reverse power relay then picks up and deenergizes the forward field winding II of the generator exciter I3 at the RPR. interlock contact I56. Opening of the contact I58 also deenergizes the time delay relay TDR. The time delay relay, however, does not immediately drop out. Thus for a short'tlme the generator exciter I3 is energized only by its differential field winding I and its voltage is rapidly brought to zero. After a suitable time which is just sufiicient to allow the line current to come approximately to zero, the time delay relay TDR, drops out and closes its interlock contact I42. Closure of the contact I42 completes an energizing circuit for the braking contactor B and contactor B picks up and locks itself in through its interlock contact I; It will he understood, of course, that at this time the operator will release the dead man handle interlocks 53 and 54 and return the steering handles 33 and 34 to their biased normal position. If the operator retains the handles in the braking position, the reenergization oi the braking contactor B will com- :iete an energizing circuit for the generator forward field winding through its interlock contact I9 and initiate reverse motoring operation.

Referring now to Fig. 4 the purpose of a blocking rectifier I80, not previously mentioned, will become evident. The rectifier Hill is located between the points 80 and 8| of the potentiometer bridges H and I and ground, and has for its purpose the prevention of a reverse current in the main line circuit. Let it be assumed, for example, that the steering handles 83 and 84 are moved to braking position with the dead man handle interlocks 53 and 54 open. Under these conditions the forward field ll of the generator exciter 13 would be disabled so that there would be nothing to determine the direction of current fiow in the generator output circuit. A reverse line current can start in the system, and under such conditions the reverse power relay RPR would pick up under the influence oi the winding I31 alone and cause closure 01' the braking contactor B. Under such conditions the traction motors l6 and I1 would build up as series generators as desired but without the braking resistor 21 in the main line circuit, so that all the power would be absorbed in the generator i2 thereby causing the generator to overspeed the engine Ill. The blocking rectifier i6!) serves to prevent the motors from receiving any excitation due to a reversed line current, so that braking under such conditions is not possible. Thus at Fig. 4 it will be evident that it the potential of the grounded wire exceeds the potential of the point 81, as due to a reversal of line current, the potentiometers 74 and 15 will be short circuited through the blocking rectifier I60.

From the foregoing it will be clear that I have provided an extremely flexible electric power system and motor control system of general application which especially when used in its entirety, possesses particularly attractive features for application to a track laying vehicle. The system is remarkable for its stability, speed 0! response and for its invulnerability to overload without reard to the severity of requirements imposed upon it by the operator. The attractiveness of the inherently flexible circulating current system is enhanced by features permitting severe steering and braking with a minimum of disturbance of the line current and generator torque.

While I have described only one preferred embodiment of my invention by way of illustration it will be evident that many modifications will occur to those skilled in the art and that I, therefore, intend by the appended claims to cover all such modifications as fall within the true spirit and scope of my invention.

What I claim as new and desire to secure by Letters Patent of the United States is:

1. A motor control system comprising a plurality of direct current motors h'aving armatures and field windings, means for connecting said armatures to a source of electric current supply in series circuit relation, means for energizing said field windings to excite said motors, separate manually operable means for varying the energization of said field windings independently to control the magnitude and direction of motor torques, and control means automatically operable upon movement of either of said manually operable means to vary the excitation of the associated motor in one sense for simultaneusly varying the excitation of the other motor in the opposite sense.

2. A motor control system comprising a pair of direct current motors having armatures and field windings, means for connecting said armatures to a source of electric current supply in series circult relation, means for energizing said field windings to excite said motors, separate manually operable means for varying the energlzation of said field windings to control the magnitude and direction of motor torques, control means automatically operable upon movement of either of said manually operable means to vary the ener-- gization of one of said field windings in one sense for varying the energization of the other of said field windings in an opposite sense, and means actuable in response to simultaneou movement or both said manually operable means to vary the energization of their associated field windings in the same sense for disabling said control means.

3. A motor control system for an electrically driven vehicle provided with laterally spaced driving elements comprising an electric traction motor connected to drive each of said elements, each of said motors including an armature and a field winding, means for connecting said armatures to a source of electric current supply in series circuit relation, means for energizing said field windings to excite said motors, separate manually operable means for varying independently the magnitude and direction of energization of said field windings to control motoring, steering and braking operation of said vehicle, and control means automatically actuable upon movement of either of said manually operable means to vary the energization of the associated field winding in one sense for varying the energization oi the other field winding in an opposite sense thereby to turn said vehicle while maintaining the net motor voltage approximately constant.

4. A motor control system for a self-propelled electric vehicle comprising a direct current generator arranged to supply current to an output circuit, a pair of direct current traction motors connected to drive laterally spaced wheels of said vehicle and having their armatures connected in series circuit relation in said output circuit, excitation means for said generator arranged con tinuously to maintain in said output circuit a unidirectional current during motoring, steering and braking operation of said vehicle, means including separate auxiliary dynamo-electric machines for supplying excitation current to said motors, each of said dynamo-electric machines being provided with main and differential control field windings, separate manually operable means for independently varying and reversing the energization of said main control field windings to control motoring, braking and steering oi said vehicle, means associated with each of said manually operable means and actuable upon movement thereof to change the energization of the associated main control field winding in one sense automatically to change the energization of the other main control field winding in an opposite sense, and additional means associated with said manually controllable means and actuable upon movement of either of said manually controllable means to reverse the energlzation of the associated main control field winding for reducing the energization of the differential control field winding on the other dynamo-electric machine.

5. A motor control system for a self-propelled electric vehicle comprising a direct current generator arranged to supply current to an output circuit, a pair of direct current traction motors connected to drive laterally spaced wheels of said vehlcle'and having their armatures connected in series circuit relation in said output circuit, excitation means for said generator arranged continuously to maintain in said output circuit a unidirectional current during motoring, braking and steering operation of said vehicle and to limit said current to a predetermined maximum value during motoring operation, means for supplying excitation current to said motors comprising separate auxiliary dynamo-electric machines, each oi said dynamo-electric machines being provided with main and differential control field windings, means for energizing said main control field windings in proportion to the current in said output circuit. means for energizing said differential control field windings in proportion to the speed of said vehicle, separate manually controllable means for independently varying and reversing the standard of energizatlon of said main control field windings thereby to control motoring, braking and steering operation of said vehicle. means associated with each of said manually controllable means and operable upon movement of either of said manually controllable means to change the energization of the associated main control field winding in one sense automatically to change the energization of the other main control field winding in an opposite sense, addit onal means associated wtih said manually controllable means and operable upon movement of either of said manually controllable means to reverse the energization of the associated main control field winding automatically to decrease the energization of the differential control field winding on the other dynamo-electric machine, and means operable upon simultaneous movement of both said manually controllable means to change the energization of both said main control field windin s in the same sense for disabling said additional means.

6. A motor control system comprising a plurality of direct current motors having armatures and field windings, means for connecting said armatures to a source of electric current supply in series circuit relation, a source oi! potential supply for energizing said field windings to excite said motors, separate manually operable means for varying the energization of said field windings independently of said supply source thereby separately to control the magnitude and direction of motor torques, and control means automatically operable upon movement of either of said manually operable means to decrease the excitation of the associated motor simultaneously to control said source of potential supply for increasing the standard of excitation of both motors.

'1. A motor control system comprising a plurality of direct current motors having armatures and field windings, means for connecting said armatures to a source of electric current supply in series circuit relation, means for energizing said field windings in accordance with the current flowing in said armatures, separate menually operable means for varying the energization of said field windings independently to control the magnitude and direction of motor torques, and control means automatically operable upon movement of either of said manually operable means to decrease the excitation of the associated motor for simultaneously increasing the standard of excitation of both motors.

8. In combination, a pair of traction motors having their armatures connected in series circuit relation. separately excited field windings for said motors, a separate dynamo-electric exciting machines arranged to supply excitation current to each oi said field windings, separate manually controllable excitation means for each of said exciting machines, and interconnected stabilizing means for said exciting machines arranged transiently to restrain voltage changes of either machine due to changes in the energization of the associated excitation means, said site.- bilizing means being so arranged that upon actuation of any one of said manually controllable means to produce a change in energization oi the associated excitation means in one sense a voltage change of opposite sense is transiently induced in the other dynamo-electric machine.

9. An excitation system for a pair of dynamoelectric machines having field windings comprising separate dynamo-electric exciters i'or energizing said field windings, each of said exciters having a main control field winding and a stabilizing winding. means for varying the energization of said main control field windings, and means for limiting the rate of change of exciter voltage comprising means for maintaining one terminal of each of said exciters at a predetermined fixed potential, the other terminals 01 said exciters being at opposite potentials, and a capacitor connected in series circuit relation with said stabilizing winding between said other terminals of said exciters.

10. A control system comprising a direct current generator and a pair 0! electric motorsohaving armatures and field exciting windings, said generator being connected to supply current to said motor armatures in series circuit relation, separate dynamo-electric exciting machines for energizing said motor field windings, each of said exciting machines having a main control field winding and 'a stabilizing winding, means for varying the energization 01' said main control field windings, and means for limiting the rate of change of exciter voltage comprising means for.

maintaining one terminal of each of said exciters at a predetermined fixed potential, the other terminals of said exciters being at opposite potentials, and a capacitor connected in series circuit relation with said stabilizing windings between said other terminals of said exciters.

11. An excitation system for a dynamo-electric machine having a field exciting winding comprising a resistance bridge having its output terminals connected to supply excitation current to said field exciting winding, one arm of said resistance bridge including a negative impedancevoltage characteristic impedance, and means for supplying a variable voltage to the input terminals of said bridge, said negative impedancevoltage characteristic impedance being so disposed that the output voltage of said bridge increases to a limited maximum value as said variable voltage increases.

12. An electric motor control system comprising an electric motor having a field exciting winding, means including a resistance bridge for supplying excitation current to said field exciting winding, one arm of said resistance bridge including a negative resistance-voltage characteristic resistor, and means for supplying to the input terminals oi said resistance bridge a voltage varying substantially linearly with respect to an operating characteristic of said motor whereby the excitation of said field exciting winding is limited to a predetermined maximum value as the value of said input voltage increases.

13. A control system for an electrically driven vehicle comprising an electric traction motor having a field exciting winding, means for supplying excitation current to said field exciting winding including a resistance bridge having input and output terminals, one arm of said resistance bridge including a negative resistance-voltage characteristic resistor, and means for supplying to the input terminals of said resistance bridge a voltage substantially directly proportional to the speed of said electric traction motor, whereby the excitation of said field exciting winding is limited to a predetermined maximum value as the speed of said motor increases.

14. An electric vehicle control system comprising an electric traction motor, a direct current dynamo-electric exciter having a field exciting winding and arranged to supply excitation current to said motor, means for supplying excitation current to said field exciting winding comprising a resistance bridge having its output terminals connected to said field exciting winding and including in one arm of said bridge a negative resistance-voltage characteristic resistor, and a tachometer generator connected to supply to the input terminals of said resistance bridge a voltage variable substantially linearly with respect to the spied of said electric traction motor.

5. An electric motor control system comprising an electric motor having a separately excited field exciting winding, manually ccnt'ollable means for selectably controlling the magnitude and direction of energization of said field exciting winding to control the speed, torque and direction of rotation of said motor, differential field exciting means for said motor comprising a resistance bridge having .input and output terminals and including at least one arm comprising a negative resistance-voltage characteristic resistor, and means for supplying to the input terminals of said resistance bridge a unidirectional potential variable substantially linearly with respect to the speed of said motor.

16. An electric vehicle control system comprising an electric traction motor having a separately excited field winding, a dynamo-electric exciting machine connected to supply excitation current to said field winding, said exciting machine being provided with main and differential control field windings, manually operable means for controlling the magnitude and direction of energization of said main control field winding, a resistance bridge having its output terminals connected to supply excitation current to said differential control field winding, said resistance bridge including in one arm a negative resistancevoltage characteristic resistor, and means for supplying to the input terminals of said resistance bridge a potential substantiall directly proportional to the speed of said traction motor, whereby the excitation of said differential control field winding increases to a predetermined limited maximum value as the speed of said vehicle increases.

1'7. A motor control system comprising a direct current generator, a direct current motor having its armature connected in circuit with said generator main and differential field exciting means for said motor, said difierential field exciting means including a field winding and a rectifier bridge having in one arm thereof a negative resistance-voltage characteristic resistor, means for supplying to the input of said resistance bridge a voltage proportional to the speed of said motor to control normal energization of said field winding, said neg'itive resistance-voltage characteristic resistor limiting said normal energlzatlon to a predetermined maximum value, and means abruptly responsive at a predetermined speed of said motor suddenly to increase the energization of said field winding thereby to reduce the excitation of said motor and to limit the speed of said motor.

18. An electric vehicle control system comprising a direct current traction motor having a field exciting winding, a dynamo-electric exciting machine for supplying excitation current to said field exciting winding, said exciting machine having main and difierential control field windings, manually controllable means for supplying excitation current to said main control field winding, means including a resistance bridge for supplying a normal excitation current to said differential control field winding, said resistance bridge including in one arm thereof a negative resistance-voltage characteristic resistor, means for supplying to the input 01' said bridge a voltage substantially directly proportional to the speed of said vehicle thereby to limit the normal excitation of said differential control field winding to a predetermined maximum value as the speed of said vehicle increases, and means including a unidirectional conducting device operable when said vehicle attains a predetermined speed abruptly to increase the excitation of said difierential control field winding above said normal maximum value.

19. A motor control system for a selfpropelled electric vehicle comprising a direct current generator arranged to supply current to an output circuit, a direct current traction motor having its armature connected in said output circuit, means operable in conjunction with said generator to limit the current in said output circuit to a predetermined maximum value, means for supplying excitation current to said traction motor including a field exciting winding and a dynamo-electric exciting machine, said exciting machine having main and diiferential control field windings, means including manually operable means for supplying a continuously controllable excitation current to said main control field winding to control the magnitude and direction of traction motor torque, means including a resistance bridge for supplying a normal excitation current to said differential control field winding. said resistance bridge including in one arm thereof a negative resistance-voltage characteristic resistor, means for supplying to the input of said bridge a voltage substantially directly proportional to the speed of said vehicle thereby to limit the normal excitation of said differential control field winding to a predetermined maximum value as the speed of said vehicle increases, and means including a unidirectional conducting device operable when said vehicle attains a predetermined speed abruptly to increase the excitation of said differential control field winding above said normal maximum thereby to reduce the excitation of said traction motor and to limit the speed of said vehicle to a definite maximum value.

GEORGE M. ADAMS.

Certificate of Correction Patent No. 2,393,621. January 29, 1946. GEORGE M ADAMS It, is hereby certified that errors appear in the printed specification of the above numbered patent requiring correction as follows: Page 3, second column, line 8. for

antishunt rend antihnmt; page 12, second column, line 52, for susbantially" read substantially; page 14, first column, line 28, for wtih read with; and that, the snid Letters Patent should he read with ohese corrections therein that the same may conform to the record of the case in the Patent Oflice.

Signed and scaled this 6th day of August, A. D. 1946.

LESLIE FRAZER,

First Assistant Uommissioner of Patents. 

